Electric ignition system.



R. MCCLE'NATHEN.

ELECTRIC IGNITION SYSTEM.

APPLICATION FILED FEB. 20. m3.

Patented Apr. 3, 1917.

2 SHEETSSHEET 1'.

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ELECTRIC IGNITION SYSTEM.

APPLICATION FILED FEB, 20, 1913.

' 1,221,201. Pafentmi Ap1a3, 1917.

2 SHEETS-SHEET 2.

UNITED STATES PATENT onruon.

ROBERT MCCLENATHEN, OF AKRON, OHIO, ASSIGNOR, BY MESNE ASSIGNMENTS, TO INTERNATIONAL HARVESTER CORPORATION, A CORPORATION OF NEW JERSEY.

ELECTRIC IGNITION SYSTEM.

Application filed February 20, 1913.

ing at Akron, in the county of Summit and State of Ohio, have invented certain new and u'sefullinprovements in Electric Ignition Systems, of which the following is a full, clear, and exact specification.

This invention relates to ignition systems, and more particularly to control means used in connection with such systems.

In a eo-pending application on a triple ignition system, executed.Feb. 1, 1913, I disclosed an ignition system in which the neoessary spark for ignition purposes can be produced in three different ways, viz. by current from a battery passing .through a timer, vibrator and coil; second, by passing current from the same battery through a different timer associated with a magneto, thence to the ,7 same coil; and third, by passing current generated in the magneto through the timer associated with said magneto to the same coil. If, for any reason, the timer not associated with the magneto should get out of order the battery current, if a battery were used, could be passed through the timer associated with the magneto, or the magneto. current pass through the timer associated with the magneto and supplied to the spark producing coil. If the battery should get out of order or, for any other reason, it is desired to discontinue the use of a battery, current could be supplied from the magneto through the magneto timer to the coil. magneto should become defective, current from the battery through the timer not associated with the magneto, could be supplied to the spark producing coil. This system is claimed in my co-pending application.

It has been found that when battery current is supplied through the timer associated with the magneto to the spark producing coil, the battery wears out in a comparatively short time for the reason that the duration of engagement of the contacts of the magneto timer is comparatively long when considered with respect to the duration of the engagement of the contacts of the timer not associated with the magneto. For this reason, the battery current is not supplied to the coil through the magneto Specification of Letters Patent.

Again, if the Patented Apr. 3, 1917.

Serial No. 749,635.

timer except in cases of emergency. Again, it has been found that when battery current is supplied to the coil through the magneto timer instead of through the timer not.associated with the magneto, the platinum contacts of the timer are burned or destroyed more readily, due largely to the fact that the condenser which is connected across the contacts of the magneto timer is particularly adapted for use in connection with current supplied from the magneto. The

magneto when running slow produces a low output in current and voltage, and while operating at high speed leaves the platinum points in contact so short a time that the current does not have time to build up to an excessive value which would injure the platinum points. With the use of the battery current'through the magneto timer, the current reaches a much higher value, especially on low magneto speeds, than is produced by the magneto at any time, and consequently, destroys the platinum points. It has been found by experience that engine operators, whether operating a stationary engine or an engine in an auto-vehicle, often turn the control switch to a position where battery current is supplied to the coil through a magneto timer, negligently, carelessly, or

recklessly leaving the switch in such position, thereby wearing out their battery in a shorter time than is necessary, and atthe same time render the life of the platinum contacts of the magneto timer shorter than should be the case.

' It is therefore the object of my invention to render my triple ignition system foolproof to overcome carelessness and negligence on the part of the operator using the ignition system.

This object is accomplished by providing in my ignition system a master control switch having two operating levers so related and interlocked as to prevent the leaving of one of said levers in a certain position when the other of said levers is moved from one position to another, for the purpose of preventingcurrent from the battery 1 is a diagram of connections of my ignition system showing the master control switch in the normal starting position;

Fig. 2 is a diagram of connections of the same system, the control switch being in another position;

Fig. 3 is a diagram of connections of the same system, the control switch being in its normal running position;

Fig. 4 is a front elevation of the switch box showing the cooperating switch levers in normal running position; and,

Fig. 5 is a fragmentary perspective view of my master switch showing one arrangement of various parts thereof.

The various novel features of my invention will be apparent from the description and drawings and will be particularly set forth in the appended claims.

- Referring first to Figs. 1, 2, and 3, which disclose diagrammatically my triple ignition system, a battery 10 is adapted to furnish current through a switch 11 to a primary coil 12 of a translating device 12 having a secondary or high voltage coil 13 in the circuit of which the spark is produced, the current also passing through a timer 14 in one position of the switch 11. In anotherposition of the switch 11 (see Fig. 2), current from the battery 10 passes through said switch 11, translating or spark producing coils 12 and 13, the current passing through a timer 15 which forms a part of a magneto 16 having an armature 16. In still another position of the switch (see Fig. 3), current is supplied from said magneto 16 through said switch 11, coil 12 and timer 15 which is associated with said magneto. The complete circuits will be more closely followed hereinafter.

As already stated, current from the battery is only to be supplied through the timer 15 associated with a magneto in cases of emergency for the reasons given. It is, therefore, decidedly advantageous to pre vent careless, negligent, or reckless leaving of the switch in such emergency position when emergency conditions do not or no longer exist. The particular type of control switch (see Figs. 4 and 5) which I have employed in this system takes the-form of two pivotally mounted levers 17 and 18 pivoted to and insulated from a pin 19 in common to both, said levers being properly interlocked for purposes to be considered further hereinafter. The lever 18- is provided with an upright or projecting portion 20 which is adapted to be engaged by the lever 17 when the latter is moved from one certain position to another. The lever 17 comprises two contact blades 17 and 17 which are secured together by an insulated pin 21. The lever 17 is provided with a handle 22 and the lever 18 with a similar handle 18 by means of which the switch may be moved from one position to another. In the first position of the switch (see Fig. 1), the contact lever 18 is in its extreme left-hand position and the lever 17 is in its extreme righthand position.

In this position of the switch 11 or of the two lever contact members of the switch, current passes from battery 10 through conductor 30, terminal 31, conductor 32, stationary contact 33, movable contact 17", stationary contact 34, conductor 35, coil 12, conductor 36, stationary contact 37 movable contact 18, stationary contact 38, conductor 39, stationary contact 40, movable contact 17 stationary contact 41, conductor 42, vibrator 43, terminal 44, conductor 45, independent timer or timing device 14 to ground and back to battery. 10. It is, therefore, seen that the switch in this position makes connections whereby current passes from the battery 10 to the coil 12 through the vibrator 43 and timer 14 which is not associated with the magneto. With this particular timer, the spark or shower of sparks is made at the instant the circuit at the timer 14 is closed, a high voltage current being induced in the secondary coil 13 and the spark or sparks flashing between spark plugs 51. This position of the switch is the. one ordinarily used for producing the necessary spark or shower of sparks for starting an internal combustion engine. If, for any reason the timer 14 should get out of operating condition, or if it is desired to move the switch from the position controlling this particular set of connections, the contact switch lever member 18 may be thrown from its extreme left-hand position into its extreme right-hand position into engagement with the contact lever 17 there being, however, no electrical contact between the contact members 17 and 18 through the projection 20 for the reason that said projection 20 is provided with insulation 29, and all of the movable contact members insulated from each other by means-of insulation 28 between the pins 19 and 21 and said contact ,members. It is to be here noted that the particular switch structure is shown in Figs. 4 and 5, while in the other figures of the drawings the switch is shown diagrammatically, for the sake of simplicity, switch contact levers 1'7 and 17 being connected together to move simultaneously, and there being a lost motion interlock member be tween levers 17 and 18.

In this second position of the switch (see Fig. 2), current passes from the battery 10, through conductor 30, terminal 31, conductor 32, contacts 33, 17 and 34, conductor 35,

coil 12, conductor 36, stationary contact 46,

-movable contact 18, stationary contact 47,

conductor 48, terminal 49, conductor 50, timer 15, to ground and back to the battery 10. In this position of the master switch or the cotiperating switchlevers thereof, it is, therefore, seen that current is furnished from the battery to the coil 12 through the timing member 15associated with the magneto. Vith the particular timing member 15, it is intended that at the instant the circuit is broken at the contacts of the timing device 15, the contacts being in engagement with each other a small part of the time of each revolution, a high potential current is induced in the secondary winding 13 of the translating device causing the necessary spark at the spark plugs 51 for ignition purposes. This position of the master control switch 11, or contact levers 17 and 18 of the switch, is to be employed only in cases of emergency for the reason that a great amount of battery current is consumed with these connections due to the fact that the duration of engagement of the contact points of the timer 15 is greater than the duration of engagement of the contact points of the vibrator 43 connected in circuit with the timer 14, and at the same time the contact points of the timer 15 will be forced to stand greater hardship with these connections than with any of the other connections for the reason that the condenser 52, which is connected across the timer 15, is more adapted for use in connection with the current supplied'from the magneto, as already explained. For these reasons the switch or the contact lever membens of the switch 11 should not be left in the position in which both of the contact levers are at their extreme right-hand limits longer than is necessary. It is just here where I desire to make my ignition system more foolproof than heretofore, and that is done by providing an interlock between the two switch contact members taking the form of the projection 20, which extends into the path of and is adapted to be engaged by the switch contact lever member 17. When the switch lever 17 is moved in a counter-clockwise direction from its extreme right-handposition, due to the engagement between said lever 17 and projection 20, the switch contact lever 18 is also moved in a counterclockwise direction, thus preventing the reckless, careless, or negligent leaving of the contact lever 18 in its extreme righthand position and causing current to flow from the battery 10 to said translating device 12" through the magneto timer 15 whenever the lever 17 is thrown into its righthand position. Therefore, when the contact lever 17 is thrown into its extreme left-hand position the switch contact lever 18 is forced to move to its extreme left-hand position.

When these contact levers 17 and 18 are thrown into their extreme left-hand position (see Fig. 3), the switch is" in its third or normal running position in which current is supplied from the magneto 16 through conductor 53, terminal 5 1, conductor 55, stationary contact 56, movable contact 17, stationary contact 57, conductor 58, conductor 36, coil 12, conductor 35, stationary contact 59, movable contact 17 stationary contact 60, conductor 61, terminal 49, conductor 50, through magneto time-r 15 to ground, back to the magneto proper 16. With the master switch in this position, current is therefore supplied from the magneto 16 to the primary coil 12 of the translating device through the magneto timer 15, the necessary spark being produced at the spark plugs 51 in a manner already considered.

By referring to Figs. 4: and 5 of the drawings, it will be seen that the switch contact lever 17 has in itself three main positions marked Ofl, Bat. and Mag. and that the switch contact member 18 may pass into two positions, one being marked BT and the other BM. The meanings of these references are as follows. No matter where the lever 18 may be, if the lever member 17 is in Off osltion, no current passes through the switch. With the lever 18 in position BT and lever 17 in Bat. position, which is the normal starting position, current passes from the battery to the coil 12 through timer 14 which is not associated with the magneto. With the lever 17 in the same position, viz. Bat, and the lever 18 in position BM which is to be used only in cases of emergency, current passes from the battery 10 to the coil 12 through timer 15 which is associated with the magneto. With the lever 17 in position marked Mag. and lever 18 in the position marked BT which is the normal running position, current passes from the magneto 16 to the coil 12 through the timer 15, which is associated with the magneto.

Timing member 14 and vibrator 43 are respectively provided with the usual condenser and 71. An additional terminal 72 is provded for grounding purposes.

It is evident that the switch levers 17 and 18 may be interlocked in various ways to prevent the negligent, careless, reckless leaving of the switch lever 18 or the switch itself in the position which is to be used only in cases of emergency, reventing a continuous supply of current rom the battery to the coil 12 through the timer 15 associated with the magneto, and that there may be various arrangements and modifications, and it is my intention to cover all such arrangements and modifications which do not involve a departure from the spirit and scope of my invention, as set forth in the appended claims.

What I claim as new is:

1. In an ignition system, the combination of a battery, a magneto, two timing members, a coil for spark purposes, a switch having two movable members for controlling the production of a spark through the agency of said coil withsaid battery and one of said timing members, or with the same battery and the other of said timing members, or with said magneto and the second timing member, current always passing through one of said timing members when supplied to said coil, and means causing one of said switch members to be moved with the other when the switch is moved from a position in which current from said battery is supplied to said coil through a certain one of said timing members.

2. In an ignition system, the combination of a source of current supply, a coil adapted to receive current therefrom, a plurality of timing devices through one of which current always passes when supplied to said coil, and a switch having two movable in- 20 terlocked members, one of which controls current supply through said timing devices and the other of which controls the source of supply.

3. In an ignition system, the combination of a source of power supply, a translating 25 ROBERT MGCLENATHEN.

Witnesses:

CIR. CONN, W. L. CARL'roN. 

